Nissan

Nissan Motor Company was founded as the Kwaishinsha Motorcar Works, which produced its first car, the DAT, in 1914. DAT is an acronym for the names of the company's three principal partners. During the 1920s, the company was reorganized as the DAT Automobile Manufacturing Company, and its new car was called the 'DATSON'—son of DAT. Respelled as Datsun, the name was used on the company's cars until 1983. After a 1933 merger with car manufacturer Nihon Sangyo (popularly called 'Ni-San'), the company changed its name again to become Nissan Motor Company, and is now one of Japan's biggest and most successful car companies. In the late 1960s, Nissan developed potent overhead cam four- and six-cylinder engines, and used them to power two extremely successful new cars: the Datsun Bluebird/510 sedan and the Fairlady/240Z sports car. These cars gained Nissan worldwide recognition for their low cost and high performance. In 1969, Nissan introduced the potent Skyline GT-R, sports sedan and coupe, powered by a long line of inline six-cylinder engine. The Skyline has continued to be refined over the years. The GT-R supercar was named the 2009 Motor Trend Car of the Year. The GT-R also broke the eight-minute barrier when it registered the world's fastest lap time for a mass-produced supercar at the Nürburgring circuit.

2010 Nissan 370Z

The Z-car formula has never been complicated. All it takes is a lusty six cylinder tucked under a long hood, with power going to the rear in the way Mr. K, father of the original 240Z, intended. The 370Z improves on this recipe for success by being smaller, lighter, wider, and more powerful than the 350Z that came before, incorporating new, lightweight aluminum body panels and a larger 3.7-liter V6. It also is the first car in the world to debut a nifty piece of new technology—SynchroRev Match, which automatically blips the throttle on downshifts for perfect rev-matching every time. One look at the 370Z’s tighter lines, featherweight forged wheels, and the menacing sharks’ tooth head- and taillights will tell you that the new Z is a thoroughly modern driver’s dream with a legendary name. It’s also the perfect canvass to create a custom drift monster: try swapping in the Skyline’s twin-turbo inline six and perfecting your kansei technique as you slide past Fujimi Kaido’s epic waterfall.

1994 Nissan 240SX SE

It’s no surprise that the 240SX has become a symbol of the power of the drift movement. On one hand, the “chuki”-era 240SX is basically a blank slate, waiting for customization. On the other, dead stock the 240SX a recipe for fun right off the bat, offering a perfect balance of features: it’s a lightweight, sleek rear-wheel drive fastback with excellent all-independent suspension and a torquey inline four. Now consider that the 240SX is virtually identical, mechanically, to the JDM Nissan Silvia, so many of the excellent Japanese-market engines readily bolt in. For wilder engine swap options, the 240SX has a stout rear end capable of handling the power of a variety of Nissan engines. That’s just the tip of the iceberg, as the aftermarket offerings available for suspension, brakes, appearance, and more are so numerous they couldn’t possibly be summarized here. Know this: you can do anything with a 240SX, whether your cup of tea is drifting, circuit racing, dragging, or painting incredible liveries. The 240SX is capable of satisfying any flavor of enthusiasm, so there are tons of options for customizing the car in-game. Save up your credits and head over to the Upgrade Shop, and just take a look at the options for wheels and body kits alone.

1971 Nissan Skyline 2000GT-R

Fondly known as the Hakosuka (“box Skyline,” chassis code KPGC10), the 1971 Skyline was the first to wear the world-renowned GT-R badge—for gran turismo racer—signifying that this was no run-of-the-mill Skyline GT. The inspiration for the GT-R was an early race special based on a regular, previous-generation S50 Skyline 2000GT that credibly competed with a specially-constructed Porsche 904 GTS in the 1964 Japanese Grand Prix, finishing second, amazing everyone involved and giving Porsche a scare. Now, a bit of history: the Skyline originated not as a Nissan at all, but rather as the flagship of the Prince Motor Company. They developed the predecessor inline-six engines that powered the GT-R’s ancestors, and former Prince engineers ultimately designed the Hako’s S20 motor. In fact, the Hako itself started life as a Prince design, but Nissan purchased the company in 1966 and finished work on the Skyline. Nissan rightly realized the brilliance of the Skyline concept, kept the “Skyline” moniker around for successive cars, and continued to develop the engine—and that engine is magnificent. Displacing 2 liters and capable of revving to 10,000 RPM (virtually unbelievable in the era, when only Formula 1 engines could come close), the triple-carbureted engine produces 160 horsepower stock. The Hako’s lithe 2,400 lbs. weight and advanced rear semi-trailing arm independent suspension mean that it is a fast, sweet-handling car by any standard. Original 2000GT-Rs are extremely rare and highly prized, commanding six-figure prices in good condition, so it’s no surprise that clones abound. And while modifying an original Hako GT-R will bring the ire of traditionalists in real life, in Forza 4 you can customize the 2000GT-R pretty much any way you’d like—whether it’s dropping in a RB26DETT, converting to AWD, or deleting the front and rear bumpers for a clean race-ready look.

1998 Nissan R390

Nissan says this is a road car, and maybe that’s technically true. You may be familiar with this car’s evil twin, the R390 GT1 Le Mans GT1-class racer. These twins aren’t so different, really: the R390 is just like its pure Le Mans racer stablemate, with mufflers and turn signals thrown into the mix—incidentally, the front headlights are pulled from its little sibling, the 300ZX—so it’s hard to imagine a worse car for grabbing groceries in. But it’s truly road-legal, at least in Japan and some European countries—and it looks stunning, thanks to bodywork by Ian Callum, who’s rightly famous for his gorgeous Aston Martin and Jaguar designs, among others. As for the rest, that’s where the racing technology really comes into play. The body and chassis are fully carbon-fiber, the gearbox is sequential, and the aerodynamics are optimized for extremely high speeds. Which are attainable, thanks to a 3.5-liter Nissan V8 emboldened by a pair of turbochargers to the tune of 550 horsepower. Considering the imposingly long R390 only weighs a bit more than 2,200 lbs., that’s plenty to make the R390 not only the fastest Nissan in absolute terms, but also the most expensive, at a cool million US dollars when new.

2011 Nissan Micra

The Micra knows that if you look cute as a button, everyone will like you. So it’s safe to say Nissan’s littlest offering isn’t going to shock your grandparents or the establishment by being overly wild. But it will shock you by being relatively fun to drive, because Nissan’s engineers have tuned the Micra’s new V-Platform chassis for a balance between spunky handling and ride comfort. The job is made easier by the featherweight chassis and the willing—if small—engine. This is good, because Nissan aims to sell the Micra all over the world, to European drivers expecting sportiness as well as to folks in developing countries who need it to survive rougher roads. Jack of all trades, master of all trades? The Micra breaks the mold by doing everything well: a big accomplishment for a little car with a lot of heart.

1970 Nissan Datsun 510

As generations of enthusiasts the world over have come to appreciate, the 510 (called the Bluebird in its home market) isn’t just another early Japanese economy sedan—it is an excellent driver, as well. That isn’t just a happy coincidence. The 510 was already largely designed (with the sheetmetal penned by Teruo Uchino in Japan, not Pininfarina as its predecessor the 410 had been) when Yutaka Katayama caught wind of the project and used his forceful personality to change the direction of the project. As the head of Nissan’s US operations, the bona fide car enthusiast and eventual “father” of the 240Z got on the nerves of his comrades back in Japan by loudly asking for a performance motor to find its way into the diminutive sedan. His persistence paid off when Nissan merged with Prince Motor Company, bringing with them the Prince family of advanced SOHC engines (related to the units found in the early Skyline GT-Rs and later Z-cars). The engineering trickled down to the 510 project, and the 1.6-liter that resulted produces 95 horsepower and 100 ft-lbs. of torque. Considering the 510 weighs barely more than a ton, it’s quick by the standards of the time. When the 510 hit American shores badged as a Datsun, it offered buyers a unique combination of features at a low price, undercutting the BMW 1600-2 (a car with very similar specifications) by nearly a fifth of the BMW’s price. The 510 is also famous for its highly successful career in SCCA racing with the Brock Racing Enterprises team, paving the way for acceptance of Japanese performance cars. History aside, it won’t take long behind the wheel in-game to reveal the stock car’s many charms, but the “Dime” really shines in the Upgrade Shop—the robust 510 was heavily overbuilt and is therefore happy to accept significant modifications.

2011 Nissan Leaf

The cute, green hatchback seems more like a techie’s fantasy vehicle than a car mired in controversy, but considering the cloud kicked up by a less-than-flattering review on the BBC hit automotive show TopGear, it’s safe to say this electron-powered Nissan has a high profile. TopGear dramatically discharged the battery to show off the limitations of the Leaf, and the limited number of charging stations in downtown London—admittedly a dramatization. Most commuters would find the range of a fully charged Leaf (about 100 miles) perfectly adequate, due to the number of batteries Nissan managed to sandwich under the seats. That has the added bonus of keeping the center of gravity nice and low and allowing the car to handle surprisingly well. That’s the Leaf’s secret weapon: it’s actually fairly entertaining to drive when used as intended. The novelty of its silence and copious torque (more than 200 ft-lbs.) make it an interesting partner for urban adventures of all varieties (provided they’re close to home).

1969 Nissan Fairlady Z 432

From far away, it may look like a relatively common Datsun 240Z (Nissan Fairlady Z in the Japanese home market; Datsun was a brand name used in North America), but the Z 432 variant is something truly special—a factory hotrod with a seriously potent motor, and whose rarity makes it one of the most desirable Z-cars ever. “432” stands for four valves per cylinder, three carburetors, and two camshafts—all features of the high-performance S20 motor yanked from the top-of-the-line Skyline GT-R. The S20 gives the Z 432 nearly fifty percent more power than the stock L20 engine, seriously increasing performance. Outside, there are a few subtle clues that this was an extremely rare version of a classic sportscar: red “432” badging on the flanks and hatch, unique mag-style wheels, and the signature vertically-stacked dual exhaust tips. Of course, all of the great features of the lesser Z-cars, like bold colors and the classic long-hood proportions, are still present. It’s the ultimate expression of the vision of Yutaka Katayama (better known as “Mr. K,” father of Nissan’s Z-car program) to produce a world-class sportscar—and with only 420 produced and sold exclusively in Japan, it is as valuable as it is rare.

2009 Nissan Versa SL

The workhorse at the bottom of Nissan’s lineup is the unassuming Versa, which in other markets is known by a variety of names, including Tiida (Japan), Latio (Southeast Asia), and in some markets even as the Dodge Trazo. Replacing the venerable Sunny nameplate, the Versa has become known as a great value, with lots of cargo space and a perfectly suitable 1.8-liter engine that makes a reasonable 122 horsepower. With a large greenhouse for excellent visibility, and an edginess to the sheetmetal that sets it apart in its segment, the Versa is a great starting point for a heavily customized hot hatch that impresses both visually and dynamically. The Upgrade Shop offers plenty in the way of both power and appearance upgrades, so make the Versa reflect your individuality.

2007 Nissan Sentra SE-R Spec V

The Spec V isn’t just any Sentra SE-R, it’s Nissan’s dedicated sport performance compact seeking to do battle with a flood of fast compacts on the market. Thankfully for Nissan, the Spec V is a solid effort in the class, with enough power to do battle on its own terms. There’s 200 horsepower to be had from the 2.5-liter engine, but one of the Spec V’s tricks is that the long-stroke motor makes torque in a big way. That allows the Spec V to have a real advantage in certain situations—off the line or exiting a tight corner, the Spec V pulls hard. All that torque also makes the Sentra forgiving, meaning that if revs fall to low, the Spec V will still find the grunt to send the tach swinging. Uniquely tuned suspension lowers the Spec V and provides greater cornering ability. Thankfully, the Spec V is all-business, and not blighted by the addition of ill-thought-out cladding and wings. There’s a decklid spoiler, SE-R badging, and tastefully smoked taillights, but other than that the Spec V exudes a grown-up class that’s in tune with its on-track competency.

1994 Nissan Fairlady Z Version S Twin Turbo

Known as the 300ZX in North America, the Fairlady Z Version S Twin Turbo is the ultimate of the original line of Z cars that started in 1969. With each model that supplanted the previous one, the Z concept has evolved. The “Z31” dropped the inline engine for a compact V6, with a single turbocharger in some variants. By the “Z32” generation, like this one, power and technology had flooded the concept, with the VG-series engine now packing variable valve timing, dual cams, and twin turbochargers. Car magazines loved the Z, and rightly so, as its combination of power, looks, and performance is captivating. Unfortunately, that performance came with a price (not helped out by exchange rates) which made getting the Z outside of Japan (where it was known as the 300ZX) an expensive proposition. Even so, the Z sold well in North America, and was also available in a 2+2 variant, as well as a non-turbo model. Fast and desirable even today, the clean lines of the Z have aged gracefully. Interestingly, if the headlights look familiar, that’s because the second-generation Lamborghini Diablo used them under license.

2003 Nissan Skyline Coupe 350GT

The 2003 Skyline Coupe 350GT redefines what the venerable Skyline series is all about. The new model means a separation between the GT-R variants (which became a separate model, the ultra-high performance Nissan GTR) and the “regular” Skylines. But that doesn’t mean that Nissan is ignoring the 350GT. Instead, Nissan’s engineers started with the basic architecture and engine of the acclaimed 350Z and built a sport coupe that achieves that perfect balance between attractive lines and sophisticated performance. That performance is largely due to the 3.5-liter VQ-series motor, one of the world’s truly great engine designs, and whose burbly exhaust note is arguably one of the most pleasing sounds ever created by automotive engineers. It also resides in a front-mid engine placement, giving the chassis better weight distribution for the 350GT’s characteristically pleasant handling characteristics. The Coupe 350GT is perfectly suited to take the Skyline nameplate into a new era of modern performance.

2003 Nissan Fairlady Z

While the Nissan Z car, and in particular this JDM Fairlady Z, has always been definitively Japanese, it was the US that inspired the original, and in fact it was Nissan’s California design studio that came up with the shape of the Fairlady Z (known as the 350Z in North America). While its predescessors bulked up in weight and price over the years, the new Z takes things back to a familiar formula—stout V6 up front (with no turbocharging, by the way, to keep things simple), long hood and short deck proportions, and rear-wheel drive with independent suspension. In theory, that’s a lot like the original Z-car, but in execution the new Z is much better. Underhood is a large, 3.5-liter V6 that is part of the excellent “VQ” engine family, and it provides a serious amount of power—287 in total. Performance is thus sprightly, with 60 mph reached in just 5.8 seconds; but it’s the handling that really shines in the Z. An all new chassis referred to as “front mid-ship” places the front-mounted engine well back in the chassis, for superior weight balance and excellent performance. While ties to the historic Z-cars are there, the thoroughly modern Z represents a driving experience few coupes then or now can approach.

1993 Nissan Skyline GT-R V-Spec

The 1993 Skyline GT-R signaled the return of the “GT-R” badge after more than a decade. While high-performance Skylines had existed in the interim, the introduction of a host of new go-fast goodies allowed Nissan to resurrect the more extreme badge for use on the new car. The big story was all-wheel drive, known to Nissan as ATTESA E-TS (Advanced Total Traction Engineering System for All-Terrain with Electronic Torque Split). As the system’s lengthy name suggest, it is a complex and competent system that provides tons of grip. That’s good, because the Skyline has a lot of motor that needs to be translated into forward momentum, and all-wheel drive is a great way to do that. That motor is the famous RB26DETT, introduced in this generation Skyline in 1989, and packing a four-valve head and parallel twin-turbochargers to produce well over the advertised 276 horsepower (to comply with the famous Gentleman’s Agreement limiting horsepower between Japanese manufacturers). The V-Spec (for “victory”) package includes lightened components and larger brakes, among other improvements.

1997 Nissan Skyline GT-R V-Spec

As the second wave of the Skyline’s resurgent 1990s GT-Rs, the “R33” era was particularly good for Nissan. Many revisions were made to the older car that increase reliability and performance, and the V-Spec incorporated even further refinements with the addition of ATTESA ET-S Pro, an all-wheel drive system with a new active rear limited slip differential that was able to transfer torque from side to side, for even more precise traction control. In translation, this means that the V-Spec models are faster and grippier at the limits and in poor traction situations, like rain, snow, or gravel. The 2.6-liter twin-turbocharged inline six, the RB26DETT, carries over relatively unchanged, although certain parts were strengthened against failure. With the V-Spec package comes larger brakes and wheels, and as the highest-spec GT-R on offer (at least until the N1 version came out), Nissan used this model as the basis for their Group N racers.

2002 Nissan Skyline GT-R V-Spec II

As the penultimate edition of the “R34” series Skyline GT-R, and in fact, as one of the last of the traditionally inline-six powered Skylines, the V-Spec II is destined to be a collectible. Let’s hope that this doesn’t mean that existing models are parked in garages and never driven, because driving is exactly what Nissan intended this GT-R to do. The V-Spec II (the “V” stands for “victory,” by the way) comes with all of the goodies that the original V-Spec had, but it’s even harder-edged thanks to increased stiffness and lighter weight (primarily due to a special carbon fiber hood, spotted at a distance by the small NACA duct). The RB26DETT engine will be familiar to Skyline fans, but only the very fanatical will know offhand that the ATTESA E-TS all-wheel drive system is actually the “Pro” version, with an active limited-slip differential that splits torque laterally if necessary. Externally, small “V-Spec II” badges and a large “bi-plane” rear wing differentiate this Skyline from lesser models. With well over 300 horsepower, the GT-R is not only quick, it’s very much so—particularly in poor traction situations where the all-wheel drive system comes into the fore.

2010 Nissan GT-R SpecV

As anyone who’s watched historic Japanese monster movies knows, the country has long been fascinated with creatures that have wild, supernatural powers. When you consider what the Nissan GT-R is capable of, the often-applied nickname “Godzilla” makes sense. Instead of fiery breath, the GT-R’s superpowers include grip, grunt, and go. The grip comes courtesy of Nissan’s most advanced all-wheel drive ever, known as ATTESA-ETS. Why is this important? Because the 480 charging horses produced by the VR-series twin-turbocharged motor need to get down to the tarmac to make speed instead of pointless smoke. The system works extremely well, because in 3.5 blinks of an eye you’ll be at 60 mph. You’ll be glad the GT-R packs huge and incredibly efficient brakes, because the prodigal thrust brings up the next corner surprisingly quickly. Aside from the all-conquering performance, there is the unapologetically Japanese-ness of the design. Its designers drew inspiration from the squared-off details of humanoid mecha found in popular anime series, the GT-R’s snarling maw and aggressively boxed fenders would look perfectly at home fighting off alien space invaders. Instead, the GT-R challenges all comers on the track, and it takes a very special car to be able to get by a GT-R when the going gets twisty.

2003 Nissan #3 HASEMISPORT ENDLESS Z

Painted in an eye-searing red, the HASEMISPORT ENDLESS Z is one of the most recognizeable of the GT300 cars in Forza Motorsport. Utilizing the familiar 3.5-liter Nissan VQ-series V6, it is capable of making more than 350 horsepower, creating blistering performance matched only be the massive amount of downforce provided by the Super GT aero aids. This car, the #3, took the team to victory a the last race of the 2003 season, coming in second place overall and allowing the team to take the GT300 Driver’s Championship.

2005 Nissan #46 Dream Cube's ADVAN Z

The GT300-class Nissan Z is actually part of the MOLA race team—Dream Cube is simply the name of a side project of team manager Kisuke Yamashita that supports culture and sports in Japan. That being said, the #46 car is no side project in Super GT racing—utilizing a naturally aspirated version of Nissan’s excellent VQ series V6, the red-and-black liveried car is potent, producing more than 350 horsepower in competition trim. Like any GT300 car, the bodywork and aerodynamic aids separate it from its road-going distant cousins, but there’s no denying that the #46 car is a pleasure to drive and a real screamer.